Fuel burner



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J. H. HUNT ET AL FUEL BURNER Filed May 10,

my 15, 1924, J H HUNT ET AL www@ FUEL BURNER 46 f in 33 Eg. 4 9, 47 47 4l 6! 8/ Q i1: l

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Mink-'5555 fUUEn/Zr5 6 county of Montgomery,

Patented July l5, 1924.

UNITED STATES PATENT oFF-ics.-

:ronN is;I HUNT AND HUGH unanimes, or DAYTON. omo, assumons rro 'rma DaY'roN ENGINEERING v.U'ABORA'IORIIES COMPANY, OF DAYTON,

omo.

OHIO, A. CORPORATION 0F FUEL BURNER.

Application mea may 10,1922. seran Nofssasss.

To all whom. it' may concern:

Be it known that we, JOHN H. HUNT and HUGH WALLACE, citizens of. the United States of- America, relsiding at Dayton, State of Ohio, have invented certain new and useful Improvements in Fuel Burners, of which the following is a full, clear, and exact description.

This. invention relates :to liquid fuel burners and more particularly the. type const ructed and arranged to loperate by means of -suction produced by ,an internal-combustion engine and for the purpose of heating the fuel mixture supplied to the engine by the carburetor so as to assist in vaporizing the fuel so that it maybe readily ignited by the electric spark.

y The type of apparatus to which the present invention is applied includes a burner to which a liquid fuel is supplied from the I float bowl to the engine carburetor and the roducts of combustion of the burner pass lnto a chamber generally known as an adapter which provides a flame chamber surrounding a ortion of the engine intake, this adapter Being a support for the burner and .forming a connection between the carburetor and the engine intake. In the copend-ing application of John H. Hunt, Serial No. 479,764,filed June 23, 192i, means are provided for regulating the effect produced by engine suction upon the burner so that the burner will be substantia'llyvconstant in operation over a wide variation of engine suction. In this application a valve waslprovided to control a passage between the burner combustion chamber and the engine intake and automatic means was provided for controlling this valve in such a manerthat'as the engine suction increases, this valve tended to close said pas sage therebytending to maintain suction in the burner combustion chamber uniform. Therefore -it isv apparent that the amount of liquid fuel and air admitted to the burner would remain substantially constant. In the said invention it is obvious that the automatic valve would be subjected to the action of the products of combustion of the burner and extra precautions needed to be taken' in order that the valve port `would not coke up, and the valve itself needed to be constructed of special materials that would not deteriorate rapidly under the action of heat. Y

It is an object of the present invention to control the burner by means of a valve which re latter is ignited so that the valve will not be undesirably heated. In carrying out this object, it is 'a further objectA to provide a single port through which all ofA the air and liquid fuel to be consumed by the burner must pass and to control this ort'by a regulating valve so as to limit `t e amount of total fuel mixture supplied to the burner although there may be a wide variation of engine suction.

It is a further object of the invention to separate out from the total fuel mixture entering this port, an extra rich mixture which is readily ignitible .by an electric spark when the burner is cold, so that the burner may be easily set into operation when cold.

A. further object is to provide amanual control for said burner whereby to vary the rate of combustion and to render the burner inoperative.

Other and further objects of the present lates the burner fuel before the invention will be apparent from the followmg description, reference being had .to the accompanyirw drawings, wherein a preferred embodiment of the present invention is clearly shown.

In the drawings:

Fig. l is Va fragmentary side elevation of an automobile engine showing attached thereto a carburetorand a liquid fuel burner engine intake which is shown in section, the section being substantially on the line 2-2 of Fig. l;

Fig. 3 is a sectional vicw taken lon the line 3 3 ot' Fig. 2;

Fig. 4 is a sectional view laken on the line 4-1 of Fig. 2; and

Fig. 5 is a. sectional view taken on the line 5-5 of Fig. 2.

ln the drawings, 2() designates an internal-comhust-ion engine having an intake manifold 2l to which is bolted a burner vadapter 22 and a carburetor 23 by means of the bolts 24. Carburetor 23 may beof any type ot' carburetor having fuels adapted for automobile use and the type chosen for illustration is known as the Marvel, a well known make. The adapter 22 includes a flame chamber 25 'which surrounds an insert 26 which provides a passage leading from the carburetor 23 into the engine intake 21. The products of combustion of the burner to be described, may pass from the ame chamber 25 into the enginefintake through the holes'2i` provided in the wall of the insert 26. These holes 27 are lo` cated as shown nearest the carburetor-23 sothat, the adapter being mounted with the insert 26 in a vertical position, the products of combustion will travel varound the outside of the insert 26 and pass through the'holes 27. In this manner the heating effects of these products can be utilized more eiiiciently.

'lhe adapter 22 is provided with a Hang 28 to which is secured by means of bolts 29,

a burner casting or frame 30 which is pro- I vided with a jet chamber 231 where the fuel from the jet takes place.

from the jet is ignited and begins to burn slowly, and with a combustion chamber 32' where the complete combustion of the fuel To the burner frame -30 is attached. by means of screws 33, a fuel separator 34 to which in turn is attached` b v means of screws 35, a valve membert. Valve 36'is provided with a Valve cylinder 3T which slidably supports a piston or plunger 38 carrying a needle valve 39 which cooperates with a seat 40 for controlling` a passage 4l leading into a passage 42. The valve 3f) is yieldingly maintained in the position shown in Fig.` 4 by means of a spring 43` held at its'lower end 'within a recess 44 and having its upper end pressing against the plunger 3S. The plunger 38 is in turn pressed against a disc 45 which is held in position by means of a valve' fran'xe cap 46 and attached to thc valve frame 36 b v means of screws 47. The cap 46 includes a chamber 48 for receiving the upwardl)r extending end 49 oftheif'galvc 39. This portion 494is screw-threaded"to receive nuls 5t) which are adjusted' to limit the downward or closing movement of the valve 3i). The connnunication between the passages 41 and 4:2 is c on- -quantity of air -will be .plug

' 7.7 and4 78.

trolled by means of valve 51 which is operated by means of a. Bowden wire 52, which is operated by rod 53 from the dash 54 of an automobile. By pulling out on the rod 53 against the ac tion of a spring .,555 thevalve 51 will be moved to open position as shown in Fig. the wire 52 and valve 51 to be moved to the left under thev action of the spring 55.

The valve frame 36 supports a mixing Chamber communicating with external atmosphere through passages 61 and communicating with the lcylinder 37 through a.- restricted passage 62 which surrounds the inner end of fuel nozzle 63 which is screwthreaded into the wall of the frame-36 sur# 4, releasing the button 53 to causerounding the mixing chamberrO. Therefore' through a pipe 64 connected therewith whichcommunicates with the fuel in the carburetor float bowl .65 through a 'metering hole 66 which is preferably 14 thousandths of an' inch'in diameter. This pipe 64 is preferably about l/S of an inch in diameter and is provided with a small air metering hole 67 located above the level of the fuel in the bowl 65. Due to the suction of the engine a small caused to enter at 67 and to be drawn up with 'the liquid fuel through the pipe 64 into the: nozzle 63. As

.explained before additional' air will -be sucked through the passages 61 into the suction chamber 60. It is intended that all the air which is necessary for fuel atoinizing and for fuel combustion shall passwith the liquid fuel through the passages 41 and 42 .and through a passage 70 provided in. the separator 34 into the separating chamber 71. The heavy fuel particles will drop. by force of gravity to the bottom of this chamber -71 and will How down an inclined portion 72,

see Fig. 3, and through a fuel metering hole 73 which is preferably about 3/64 of an inch in diameter. The level of fuel in the chainbcr`71 will not the hole 73 during the normal operation of the burner. the liquid fuel through thc passage 73 into the burner nozzle or jet member 74, and this relatively rich mixture of air and fuel will pass out through the small sprayA orifice 75 and this fine spray.I will be drawn without very great "elocity toward the burner spark of an electric spark passing across the'points The lighter fuel particles will pass with a great'er ,part of the air which has entered into the separating chamber 71 through holes S0 provided in a plug 81 having a central bore 82 which is in communication with an air passage 83 provided in the burner frame 30 and which directs air But some air will enter withV 76 which will ignite the jet by means` be such' as to-cover entirely .window 95 for inspecting the character o against a baille 84 so. that it will be contracted down into contact with the burning fuel )et The electric spark is preferablj. provided by means of a battery and ignition coil connected by a suitable switch. The high tension winding of the coil is connected in the usual manner with the burner spark plug, the other end of the secondar being grounded upon the engine or direct y upon the burner frame'if desired. If the burner flame does not ignite readil a quantity of fuel will collect in a puddlil cavity 90 arranged at the bottom of the burner jetchaniber l and air may be drawn by engine suction through .passages 91 and 92 and bubparticles.

tbler orifice 93 up through the puddle of fuel l' form of embodiment of the invention, i

other forms might be 85 iii cavity 90. The drawin of a smal quantity of air through this puddle will cause the fuel to be sprayed upwardly and between the spark plug to assist in lighting the fuel jet.

The burner 30 is provided with a mica' the burner flame.

It is apparent from the foregoing that the control of burner suction has been effected in a relatively simple i'nanner and that the g l a total fuel air mixture; and means fo'r sep- 95 automatic valve which controls the burner is located so as to be readily accessible and that itis not affected by the heat of thebumer. The manual control of the burner is eiected in a simple manner since but one manuali controlled valve is necessary to control bot the air and liquid 'fuel consumed by the burner. In structures where combustion air is admitted to the fuel through a passage se arate from the passage for the rich fuel mixture for the burner jet, the control of the burner in this manner would require separate valves for combustion air and for rich fuel mixture. But in the present invention air for combustionpurposes and the rich fuel mixture are brought together and are caused; to pass through one member which is automatically controlled, and then this matter is separated again into the relatively rich and 4relatively lean portions by virtue of the force of gravitv s o that the rich fuel mixture for the slow urning jet, may be provided to the burner and later air for complete combustion of the burning jet may be supplied t the burner at a point between the burner jet nozzle and the engine intake.

Vihcn lheburner is cold, threefuel mixtures are provided, the richest being provided by ihc puddle of fuel in cavity 90 and air bubbling up through this puddle through orifice 93. lhc next richest mixture comes out through the jets 75 and the leanest mixgi ture which is nearly all air when the burner is cold comes in through passage 83.

e puddle mixture is ignited first, it being preso as to provide the air for com-l plete conihustion ofthe slowly burning fuel spray f take, the combination sumed that the small particles of fuel bubbled flip) come in contact with the electric spark.

ese small particles assist in igniting the spray from the jets and this. flaming coming in through'paage 83. As the burner warms up, the fuel will vaporize before reaching the jets 75 and therefore the puddle in cavity 90 will dry up. When the urner is fully warmed up little, .if any,-76

separation of the fuel mixture will take place, and the fuel mixture following the path of least resistance will pass into the combusl., tion chamber 32 and will be kept ignited by the heated walls of the chamber with assist- 80 ance from the s ark plug, if necessary.

.While' `the orm of mechanism herein shown and described constitutes aprefer ed is to be understood that adopted, all coming within the scope of the claims which follow. What we claim is as follows:

1. In a'device for heating an engine inbustion engine; of an electrically ignited liquid fuel burner communicating with the intake of said engine; means operated by enine suction for supplying the burner with arating out of said total fuel mixture, when the burner is relatively cool, arelatively rich easily ignitible mixture.

2. In a device for heating an engine intake, the combination with an internal-combustion engine; of an electrically ignited liquid fuel burner communicating with the .intakeof said engine; means operated byeiigine suction for supplying the burner wit a total fuel air mixture; and automatic means for limiting the amount of. total mixture over a relatively wide range-of engine suction. I

3. In a'device forzheating an engine intake, the combination with an internal-combustion engine; of an electrically ignited liquid fuel burner communicating with the intake of said engine; means operated by engine suction with a total fuel means for limiting the amount of total mixture over a relatively wide range of engine suction; and means for separating out of said total fuel mixture', when the urner'- is relatively cool, a relatively rich easily ignitible mixture.

4. In a device for heating an engine intake, the combination with an internal-coinbustion-engine; of an electrically ignited liquid fuel burner communicating with the intake of said enginemeans operated by en- 'ne suction for supp ying the' burner with s. total fuel air mixture; and automatic 4means for limiting the amount of total mixture over a relatively wide range of engine suction;

burns up with the leanest mixture i0 with an internal-comair mixture; and automatic ii tive.

and means for rendering the burner inopera- 5. In a device for heating an engine intake, the combination with an internzil-eombustiontengine; of an electrically ignited liquid fuel burner communicating with the intake of said engine; means operated by enginesuction for supplying the burner with a total fuel air mixture; and automatic means for limiting the amount of total mixture over :1 lelat-ively wide range of engine suction; and means for separating out of said total fuel mixture. when the burner is relatively cool, a. relatively rich easily ignitible mixture; and means for rendering the burner inoperative.

gfn a deviee for heating an engine ntelce2 the eomb1natio11-with an internal-combustion engine; of s. liquid fuel burner communicating with the intake of the engine; a. 20

In testimony whereo we hereto elix oui` 25 signatures.

JOHN H. HUNT. HUGH WALLACE. Witnesses:

Femm WoIscHwILL,

HAzL SOLLENBERGER. 

